Improvement in running-gears for vehicles



2Sheets--SheetL P. B. CU N N I N G HA M Running-Gear for Vehicles. N0.`|50,833. Patented May 1,2, 1874.

2 Sheets--Sheet 2. P B. CUNNINGHAM Running-Gear `for Vehicles. N0.l50,833. Y Patented Mayl2,l874.

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UNITED STATES PATENT GFFICE.,

PETER n. CUNNINGHAM, or rEEEEoLD, rENNsvLvANI.

IMPROVEMENT IN RUNNING-SEARS FOR VEHICLES.

Specification forming part of Letters Patent No. 150,833, dated May l2, 1874; application iiled March 1e, 1874.

To all whom it may concern:

Be it known that I, PETER B. CUNNING- HAM, of Freehold, in. the county of Varren and in the State of Pennsylvania, have invented certain new and useful Improvements in Wagon, and do hereby declare that the following is a full, clear, and exact description thereof, reference being had to the accompanying drawings, and to the letters of reference marked thereon, making a part of this specification.

The nature of my invention consists in the construction and arrangement of the runninggear of a wagon, as will be hereinafter more fully set forth.

In order to enable others skilled in the art to which my invention appertains to make and use the same, I will now proceed to describe its construction and operation, referring to the annexed drawings, in which-a Figure l is a side elevation of a wagon einbodying my invention, and showing the front wheels turned to one side. Fig. 2 is a frontend view of the same. Fig. 3 is a bottom view of the wagon with the front wheels and axle removed. Fig. 4 shows a part of the brakelevers. Fig. 5 is a view of ajointed sliding bolt attached or connected to one end of a buggy-spring. Fig. 6 shows the construction of the tongue.

A represents the wagonAbody, constructed in any of the known and usual ways, on the under side of which, near the front end, is secured a circle, B. This circle lies flat on the bot-tom of the wagon-body at the front and rear, and the sides are bent downward, forming cams B1, which are supported or braced by means of vertical posts B2. C represents the front axle, with a wheel, C1, at each end. This axle is supported upon two side springs, G2 G2. The ends are attached to two cross-bars or springs, G3 C3. The bars or springs C3 are securely attached at their centers to the under side of a bar or beam, Ct. In the center of this beam is iirmly secured a tube or sleeve, a, which extends vertically upward through a bracing-frame, B3, arranged on the under side of the wagon-body in the center of the camcircle B. The sleeve a is, at its upper end, provided with a circumferential flange, al, to form a stop, so that the sleeve cannot come out of the frame B3. a2 is the king-bolt, attached to the bottom of the body A, and passing down through the tube or sleeve c. It will thus be seen that the axle C is entirelyindependent of the king-bolt. On the upper side, at each end of the bar or beam O4, is a frame, D, contain ing a iianged roller, D', to run on the circle B. In turning the front axle C to either side, the rollers D D run up the cams B1 B1, thereby raising the front end of the wagon-body, which admits of the use of high front wheels, and allows them to pass under the wagon-body. At the same time it places the wagon-body in an inclined position, facilitating the loading and unloading of the same. of each cam B is a shallow recess, w, in which the rollers D settle when the axle C is turned around, so as to prevent any accidental turning of the same. The journal of either or both of the rollers D is extended inward, and provided with a friction-roller, b, which, when the axle is turned in proper position for running, passes above an L-shaped arm, b, attached to the frame B3, which prevents the' wagon-body from flyin g up when the front wheels pass over ruts in the road or other obstructions. E represents the tongue, the rear end of which is pointed and inserted in a V-shaped notch or slot made in the end of the bar or beam C4, and the tongue is pivoted therein. Vhen the tongue is in a horizontal position it rests on the front bar C3, and its rear end held by a plate, d, secured on top of the bar C4, thus making it a stiff tongue. By raising the front end of the tongue it becomes limber, and by this arran gement the draft will be much easier on the horses. On the under side of the tongue E is a rigid stop, d1, and in front thereof a spring-stop, d2, between which two stops the neck-yoke is held so that it cannot slip off, and yet be easily removed when desired. G represents the hind axle, with a wheel, G1, at each end. This axle is supported by two elliptic springs, G2 G2, attached to a cross-bar, G3, on the under side of the wagon-body A. To this cross bar, near each spring, is secured a rod, e, which passes vertically down through a perforated plate or arm, el, secured to the axle G. This device secures the perfectly-perpendicular vibration of the hind end of the wagon body on its springs.

In the extreme point On vehicles where two springs are used at right angles with the axle, as above described, the rods e e are perfectly straight and solid; but on buggies or other vehicles using only one spring parallel with the axle, a rod, 0 2, is used, 'which is jointed near the upper end, and the spring is attached to the upper end of the l rod, one rod being,` used at each end of the spring, which allows or compensates for the contraction and expansion of the spring. I I represent two bra-ke levers pivoted to two frames, I1 Il, attached 011 the under side ofthe bottom of the wagon-body, so as to be removed therefrom a suitable distance and be out 'of the way of the wheels. The inner ends of these brake-levers are pivoted to the arms of a T- shaped connection, I2, which extends upward, and is fastened to the inner end of a lever, 13. The outer end of this lever is, by a rod, I4, conn ected with a'lever, l5, which is pivotcd on the side of the box A, near the front end. This arrangement gives a stron g power of the bra-kes on the wheels.

Having,` thus fully described my invention, Wha-t I claim as new, and desire to secure by Letters Patent, is

l. The circle B, provided with cams B1 B1 on opposite sides, the extreme point of each cam bein g' provided With a recess, m, substantially as and for the purposes set forth.

and for the purposes set forth.

5. The tongue E, pivoted in a slot on the bar C, in combination with the bar C" and plate d, substantially as and for the purposes set forth.

6. The combination of the two springs G2G2, surrounding` the axle G, and the stiff rods e, plates el, and crossbar G3, all substantialljT as set forth.

7. The jointed rod c2, in combination with a vehicle-axle and a single spring, substantially as and for the purposesset forth.

In testimony that I claim the foregoing,` I have hereunto set my hand this 17th day ot' March, 1874.

P. I3.' CUNNINGHAM.

Witnesses:

A. N. MARR, C. L. EVERT. 

